DE4001358A1 - BRAKE PRESSURE CONTROL DEVICE - Google Patents

Description

The invention relates to a brake pressure control Direction for use with an anti-lock control to prevent vehicle wheels from locking braking and traction control for ver prevent drive wheels from spinning during starting or accelerating a vehicle.

In an anti-lock control device for prevention locking wheels while braking one Vehicle to ensure the steering characteristics and Driving stability of the vehicle and to reduce the Braking distance, the control modes of the device (pressure rise mode, pressure reduction mode and hold mode) Control of the hydraulic brake pressure range an electrical signal which the wheel expresses speed from the wheels and Ge speed sensors is obtained, the hydrau brake pressure by a microcomputer via the Opening and closing of holding valves (pressure increase / Hal valves) and drain valves (pressure reducing valves) controlled becomes. These valves are made by electromagnetic Valves shown that correspond to the control modes increase, maintain or maintain the hydraulic brake pressure to reduce.

In general, brake pressure control device a hydraulic control unit (modulator) for Carrying out the aforementioned anti-lock control and a printing cylinder with each other in the same material connected. In the device of this type, as in the US-PS 46 41 895 published the pressure cylinder a first piston and a second piston behind attached in tandem, so that the  hydraulic pressure for two brake systems using the two pistons can be controlled. Furthermore, the Device normally open holding valves, which are in hydraulic lines between two hydraulic pressure chambers and wheel cylinders are switched, the hydraulic pressures in the chambers controlled by the two pistons as well as normally closed drain valves are in hydraulic lines, which the Radzy Connect the linder to a container.

In such an arrangement, by depressing of a brake pedal hydraulic pressures in the respective hydraulic pressure chambers of the pressure cylinder over the Transfer holding valves to the wheel cylinders so that the hydraulic pressures in the wheel cylinders increase, to transfer braking power to the wheels. If the Anti-lock control is started, the stops valves closed to the hydraulic brake pressure maintain, as well as the drain valves open as soon as the holding valves are closed. As a result of this brake fluid escapes from the wheel cylinders the drain valves in the container so that the hydrau pressure in the wheel cylinders are reduced, to reduce the braking force. In contrast are in the anti-lock at the time of pressure build-up control the holding valves opened, being at the same Time the pistons are fed with high pressure brake fluid which are from a hydraulic pressure source, such as about a store, is supplied to the hydrau pressure in the wheel cylinders.

A decrease in braking force occurs, however Case on that the hydraulic pressure source system, such as such as a hydraulic pressure pump, fails. To the To compensate for the reduction in braking force, that must  Brake pedal depressed further. Here occurs the problem is that of depressing the pedal required pedal travel of the brake pedal not for ver is standing.

DE-OS 38 37 525.7 describes a brake fluid pressure Control device that addresses the aforementioned problems solves. The device includes: hydraulic lines to connect the hydraulic pressure chambers of the pressure cylinder and memory, a normally ge closed supply valve that is in the middle of the Hydraulic line is arranged and operated in this way is that it is only at the time of the anti-lock tax traction control is open, inlet valves in the opening areas of the hydrau lines are provided, which in the hydrau lead pressure chambers, the inlet valves have front end portions which are not usually in the hydraulic pressure chambers protrude into it, but only at the time of the traction control in the hydrau pressure chambers protrude into the opening parts to seal and thus the hydraulic passages to interrupt, and valve actuators that are in the pistons of the master cylinder are provided and themselves move together with the pistons to the front end parts of the inlet valves when reaching a festge placed hubs on the pistons and thereby the Open intake valves.

With this device, the valve actuation opens divide the inlet valves when the pistons of the Move the printing cylinder. As a result, when the Supply valves are open, high pressure brake fluid speed during anti-lock control or traction control into the hydraulic pressure chambers.  

As a result, the pistons are in their starting position reset and held in the starting position. Like this with the brake required for depression Pedal travel can be secured in the event of an error occurs in the hydraulic pressure source system. Consequently, hydraulic pressures are proportional the force with which the brake pedal is depressed is directed to the wheel cylinders to the necessary To achieve braking force.

In a brake medium pressure control device, which the has the aforementioned structure is a hydraulic line device provided from the downstream side of the supply valve leads into a container, and white an electromagnetic anti-lock control valve, that is normally open and in the hydrau Likleitung located so that the leading to the container Hydraulic line during anti-lock control by closing the electromagnetic valve is closed so that hydraulic pressure from the Storage through the intake valves in the hydraulic Pressure chambers of the pressure cylinder is passed.

However, bolts, holders or the like must be used. to be used, around the electromagnetic anti-lock control valve to attach to the impression cylinder. There are also lines to connect the electromagnetic valve and the hydraulic passages of the pressure cylinder required Lich. This not only increases the number of parts, but it is additional work wall and space required for attachment.

In addition to the above arrangement, the brake medium pressure described in DE-OS 38 37 525.7 Control device for a hydraulic auxiliary pressure chamber  Traction control on with a sleeve-shaped Provide auxiliary pistons at one end of the pressure cylinder is so that the downstream side of the electro magnetic anti-lock control valve not with the Container, but with the hydraulic auxiliary pressure chamber connected is. At the time of traction control the hydraulic pressure from the accumulator to the hydraulic auxiliary pressure chamber directed to the auxiliary piston to operate and thereby the piston of the main actuate cylinder.

However, the maximum necessary hydraulic pressure changed in the case of traction control, is a Exchange of the entire printing cylinder or the addition add new parts necessary.

The object of the invention is therefore to create a Brake fluid pressure control device, the appropriate Structure for attaching the electromagnetic anti-lock valve.

Another object of the invention is to provide a brake medium pressure control device in which the maximum necessary hydraulic pressure at the time of Traction control can be easily adjusted.

These tasks are described in the claims 1 and 14 marked features solved.

The invention relates to a brake fluid pressure Control device that an anti-lock control for Prevention of locking vehicle wheels during braking and a traction control for ver prevent vehicle wheels from spinning during starting or accelerating the vehicle  sees, the device on a master cylinder order includes which one housing part and one adapter detachably attached to the end of the housing part has part, and hydraulic passages within the Master cylinder arrangement. One removable on the main cylinder arrangement attached distributor assembly leg holds a specified number of control channel devices to control vehicle wheels, a prep agreed number of hydraulic lines and a pre correct number of electromagnetic valves according to the predetermined number of control channel devices exercises. The electromagnetic valves are through Management of the anti-lock control and traction control the vehicle wheels in the hydraulic lines arranges. An electromagnetic anti-lock control til, which has two opposite ends, is between the housing part and the adapter part orders, with the anti-lock control valve on its one end a first opening (connection) and at its other End has a second opening. One in the master cylinder first receiving device formed housing part takes removable the first opening (connection) of the anti-lock control valve on. A second mounting device in the adapter participates removably in the second opening of the Anti blocking control valve. Connecting devices connect the hydraulic passages of the main cylinder the arrangement with the hydraulic passages of the Ver divider arrangement when the master cylinder arrangement and the manifold assembly are assembled. The before A traction control valve also points in the direction on which is removable between the boom part of the container and the upper part of the adapter part is arranged.  

The following are preferred embodiments hand of the drawing explained. Show it:

Fig. 1 is a front view of a Bremsmitteldruck- control apparatus according to an embodiment of the invention,

Fig. 2 is a front view of a Hauptzylinderan arrangement of the invention,

Fig. 3 is a partially cutaway front view of a manifold assembly of the invention,

Fig. 4 is a cross-section of the internal structure of the brake fluid pressure control device of Fig. 1,

Fig. 5 is an enlarged cross section of the Ventilmecha mechanism of Fig. 4,

FIGS. 6 and 7 are cross sections explaining the operation of the valve mechanism,

Fig. 8 shows a timing diagram of the control, the anti-lock of the device of Fig. 4,

Fig. 9 shows a cross section of the brake medium pressure control device for anti-lock control and traction control according to the second embodiment of the invention, and

Fig. 10 is a timing chart that explains the traction control of the device of Fig. 9.

Fig. 1 is a front view showing the general confi guration of a brake medium pressure control device for anti-lock control according to an embodiment of the invention. The device comprises a Hauptzy cylinder arrangement A and a four-channel control distributor arrangement B 4 , which can be dismantled by means of two fastening screws 101 and 102 attached to the master cylinder arrangement A.

As shown in FIG. 2, the master cylinder assembly A comprises a master cylinder body 1 . An amplifier mounting connection 70 is fastened to one end of the housing 2 of the main cylinder body 1 by means of screws 71 and 72 be. A container 11 is fixed in the upper part of the Ge housing 2 of the master cylinder body 1 . The main cylinder body 1 has a contact surface 1 a , on which the distributor arrangement B 4 rests. The contact surface 1 a is provided with screw holes 103 and 104 for receiving the screws 101 and 102 . The inner hydraulic lines 7 a and 12 a are open on the surface 1 a . The housing of the container 11 also has a flat contact surface 11 a , on which the inner hydraulic line 10 d opens. The opening areas of the hydraulic lines 7 a , 12 a and 10 d are each surrounded by sealing parts 105 .

Recesses 73 and 74 for receiving an anti-lock control valve in the form of a normally open electromagnetic valve (hereinafter referred to as "anti-lock valve") ALV , which is only closed during the anti-lock control, are each arranged in the main cylinder body 1 and the adapter 70 , that a connection surface is formed between them.

The anti-lock valve ALV is designed to have a two-port / two-position switch valve which has ports (ports) 75 and 76 at its opposite ends. The anti-lock valve is constructed so that it is received between the master cylinder body 1 and the adapter 70 , the opening 75 facing the master cylinder body 1 and the other opening 76 facing the adapter 70 . The anti-lock valve ALV is attached to the master cylinder assembly A by attaching the adapter 70 to the master cylinder body 1 with the screws 71 and 72 . The Hauptzy cylinder body 1 and the adapter 70 have the hydraulic gears 56 and 78 , which lead into the recesses 73 and 74 , respectively.

The anti-lock valve ALV has sealing parts 79 and 80 which surround the openings 75 and 76 . If the anti-lock valve ALV is attached to the master cylinder housing 1 and adapter 70 , a liquid-tight connection can thus be achieved between the opening 75 and the hydraulic passage and between the opening 76 and the hydraulic passage. Furthermore, the adapter 70 has a cylindrical bore 81 for receiving a part of the primary piston 3 , which will be described later.

As shown in FIG. 3, the distributor arrangement B 4 has two bores 107 and 108 for receiving screws and contains four holding valves HV 1 - HV 4 and four drain valves DV 1 - DV 4 . The distributor arrangement B 4 is held together by means of ten screws 106 . Three hydraulic paths in accordance with the hydraulic paths 7 a, 12 a and 10 d of the master cylinder assembly A to be connected are of the manifold assembly B (not shown) at the contact surface 4 are connected to open and arrangement with the main cylinder A. If the distributor arrangement B 4 is fastened to the master cylinder arrangement A by means of the fastening screws 101 and 102 , the hydraulic passages of the distributor arrangement B 4 are fluid-tightly connected to the hydraulic passages 7 a , 12 a and 10 d of the master cylinder arrangement A.

Fig. 4 shows in a cross section the internal structure of that shown in Fig. 1 and 2, brake fluid pressure Re gel apparatus. In this drawing, the Hauptzy cylinder arrangement A and the distributor assembly B 4 are shown in cross section.

The tandem master cylinder body 1, the arrangement of the main cylinder forms A, contains in its housing 2, a primary piston 3, and a secondary piston 4 as well as hydraulic pressure chambers 5 and 6, the pressures of which are controlled in accordance of the piston 3 and 4. FIG.

A hydraulic passage 7 a is connected to the hydraulic pressure chamber 5 , the pressure of which is controlled by the primary piston 3 . The hydraulic passage 7 a is connected to the hydraulic passage 7 b of the distributor arrangement B 4 . The hydraulic passage 7 b is connected to the two wheel cylinders 8 of the left rear wheel RL and 9 of the right front wheel FR through the hydraulic lines 7 c and 7 d , which have the holding valves HV 1 and HV 2 , which are normally open from an electromagnetic valve Be types. The wheel cylinders 8 and 9 are connected to the hydraulic line 10 c through the hydraulic lines 10 a and 10 b , which have drain valves DV 1 and DV 2 , which consist of electromagnetic valves of the normally closed type. The hydraulic line 10 c is connected to the hydraulic line 10 d , so that the wheel cylinders are connected to the container 11 by means of the hydraulic line 10 d .

In the same way, a hydraulic passage 12 a is connected to the hydraulic pressure chamber 6 , the pressure of which is controlled by the secondary piston 4 . The hydraulic passage 12a is connected to the hydraulic passage 12 b of the manifold assembly B 4 respectively. The hydraulic passage 12 b is connected to the two wheel cylinders 13 of the right rear wheel RR and 14 of the left front wheel FL through the hydraulic lines 12 c and 12 d , which have the holding valves HV 3 and HV 4 , which consist of normally open electromagnetic valves. The wheel cylinders 13 and 14 are connected to the hydraulic line 10 c by the hydraulic lines 15 a and 15 b , which have the drain valves: DV 3 and DV 4 , which are of the type of a normally closed electro-magnetic valve, whereby these wheel cylinders also pass through the hydraulic line 10 d with the container 11 are connected ver.

The valve chambers 18 and 19 have opening parts 16 and 17 which are correspondingly connected to the hydraulic pressure chambers 5 and 6 formed in the housing 2 of the master cylinder body 1 . The valve chambers 18 and 19 are interconnected by the hydraulic passage 20 formed in the housing 2 . The valve chamber 19 is connected to the accumulator 22 through the hydraulic line 21 , in the middle of which the supply valve PWV is arranged, which consists of a normally closed electromagnetic valve. The memory 22 is connected to the output side of a hydraulic pressure pump 23 , the suction side of which is connected to the container 11 . As will be described later, valve mechanisms 26 and 27 are arranged in the valve chambers 18 and 19 , which have the inlet valves 31 and 32 which serve as shut-off valves.

The cylindrical inlet sleeves 33 and 34 for actuating the inlet valves 31 and 32 are fastened to the primary and secondary pistons 3 and 4 and lie opposite the pressure chambers 5 and 6 . The primary and secondary piston ben 3 and 4 include middle valves 35 and 36 which are movable along the axis of the master cylinder 1 relative to the pistons 3 and 4 . If the brake pedal 37 is not depressed and thus the connecting rod 38 connected to the brake pedal 37 by an amplifier 30 , as shown in FIG. 4, does not press on the primary piston 3 , the hydraulic chambers 5 and 6 are connected to the container 11 by their Middle valves 35 and 36 , which are in their open positions, the passages 39 and 40 in the pistons 3 and 4 , the annular chambers 41 and 42 , which are arranged around the pistons 3 and 4 , and the hydraulic lines 43 and 44 . If the brake pedal 37 is depressed and thus the primary piston 3 is moved to the left via the push rod 38 , as shown in FIG. 4, the central valve 35 is moved into its closed position in order to separate the hydraulic pressure chamber 5 from the accumulator 11 . Dementspre accordingly, the pressure in the hydraulic pressure chamber 5 increases , so that brake fluid from the hydraulic chamber 5 to the wheel cylinders 8 and 9 . This is done via the holding valves HV 1 and HV 2 , which are held in the open state for controlling the wheels RL and FR . Furthermore, the secondary piston 4 is actuated by the increasing pressure in the hydraulic chamber 5 , so that the central valve 36 reaches ge in its closed position, whereby the hydraulic chamber 6 is separated from the container 11 . As a result, the pressure in the chamber 6 also rises, as a result of which brake fluid reaches the wheel cylinders 13 and 14 from the chamber 6 . This is done via the Hal teventile held HV 3 and HV 4 , which are used to control the braking of the wheels RR and FL .

The above-described interrelationships and effects of the respective parts are achieved by holding bolts 45 and 46 , at one end of which the central valves 35 and 36 are holding bushings 47 and 48 , which on heads 45 a and 46 a at the opposite ends of the Holding bolts 45 and 46 abut between the retaining bushes 47 and 48 and the inlet sleeves 33 and 34 located compression springs 49 and 50 , and springs 51 and 52 which press the center valves 35 and 36 towards their closed position.

The annular chamber 41 between the housing 2 of the master cylinder body 1 and the primary piston 3 is connected to the container 11 via the hydraulic line 43 , which is connected to the valve chamber 18 via the hydraulic passage 78 in the adapter 70 and the hydraulic passage 56 in the housing 2 , when the anti-lock valve ALV is open. Accordingly, the pressure in the valve chambers 18 and 19 is always the same as the atmospheric pressure, with the exception of the time in which the anti-lock control is activated. With the exception of the times in which the anti-lock control is activated, no hydraulic pressure remains in the valve chambers 18 and 19 .

Fig. 5 shows an enlarged sectional view of an example of the structure of the valve mechanism 26 , which is identical to the valve mechanism 27 . In the valve mechanism 26 , the cup-shaped sealing plug 60 fastened in the housing 2 by means of a fastening screw 59 forms the valve chamber 18 . A piston chamber 61 is formed adjacent to the opening area 16 of the valve chamber 18 . The chamber 61 is open to the hydraulic pressure chamber 5 and extends coaxially with the opening region 16 . A piston 63 which has an axial central bore 62 and serves as a valve holding part is such that it is displaceable in the vertical direction with respect to the inner lateral surface 5 a of the hydraulic pressure chamber 5 . The central axis of the piston 63 coincides with the axis of the opening part 16 . A conical valve seat surface 63 a is formed at one end (on the side opposite the opening area 16 ) of the central bore 62 of the piston 63 .

The inlet valve 31 consists of a rod-shaped spindle valve which passes through both the opening area 16 of the housing 2 and the central bore 62 of the piston 63 . The front part 31 a moves when moving the valve 31 into and out of the hydraulic pressure chamber 5 . The inlet valve 31 has a hemispherical valve region 31 b , which sits on the valve seat surface 63 a of the piston 63 . The front region 31 a and the stem region of the valve 31 partially have a substantially square cross section. The four corners of these cross-sectional surfaces slidably touch the inner lateral surface of the opening area 16 of the housing 2 and the inner lateral surface of the central bore 62 of the piston 63 in order to prevent the inlet valve 31 from tilting when it is pressed down by the inlet sleeve 33 . Thus, the intake valve 31 can work smoothly. At the same time, a hydraulic passage is formed around its outer surface.

A spring holder 65 is firmly connected to the piston 63 . A compressed lock spring 66 is between the spring holder 65 and the inlet valve 31 so arranged that the valve portion 31a of the intake valve 31 is pressed with a predetermined blocking pressure of the spring on the valve seat surface 63 a of the piston 63rd Wei terhin the piston 63 is biased by a compressed spring tension 67 , which is arranged between the spring holder 65 and a wall surface of the valve chamber 18 , that it strives away from the opening area 16 . The biasing force of the tension spring 67 is selected greater than the resistance of the locking spring 66 , so that the piston 63 is held by the biasing force of the tension spring 67 in the position shown in Fig. 5 when the lower end face 31 a of the inlet valve 31 with the inner Wall surface 60 a of the sealing plug 60 comes into contact. The biasing force of the tension spring 67 also acts between the valve seat surface 63 a of the piston 63 and the valve region 31 b of the inlet valve 31 .

In short, as can be seen from FIG. 4, at all times except the time in which the anti-lock control operates, the supply valve PWV is closed and the anti-lock valve ALV is open. Accordingly, no hydraulic pressure acts on the valve chamber 18 , so that the end surface 63 b of the piston 63 is abge from the wall surface 61 a of the piston chamber 61 and the front end 31 a of the inlet valve 31 projects into the opening region 16 . If the primary piston 3 is moved to the left by pressing the brake pedal 37 to increase the hydraulic pressure in the hydraulic pressure chamber 5 , the valve seat 63 a of the piston 63 by the hydraulic pressure on the other end surface 63 b of the piston 63 acts, further pressed on the valve region 31 b of the Einlaßven valve 31 , whereby the sealing properties of the valve region 31 b are improved.

Fig. 6 shows a state of the valve mechanism 26 in the case that the anti-lock control is activated so that the supply valve PWV is opened and the anti-lock valve ALV is closed to close or disconnect the hydraulic line leading to the loading container 11 . In this case, high-pressure brake fluid flows from the reservoir 22 through the hydraulic lines 21 and 20 into the valve chamber 18 , so that the hydraulic pressure on the end face 63 c of the piston 63 acts against its end face 63 b . Accordingly, the piston 63 is moved in the direction of the opening region 16 against the biasing force of the tension spring 67 , while the inlet valve 31 is held by the biasing force of the locking spring 66 against the valve seat surface 63 a . As a result, the end portion 63 b of the piston 63 contacts the wall surface 61 a of the piston chamber 61 and stops. In this state, the upper end 31 a of the inlet valve 31 projects into the hydraulic pressure chamber 5 .

Moves the primary piston 3 further to the left, as shown in Fig. 7, the inlet sleeve 33 touches the upper end 31 a of the inlet valve 31 and presses the inlet valve 31 against the biasing force of the locking spring 66 down. If this happens, the valve region 31 b is separated from the valve seat surface 63 a of the piston 63 and consequently high-pressure brake fluid is supplied from the reservoir 22 to the hydraulic pressure chamber 5 .

In the following, the mode of operation of the brake medium pressure control device shown in FIG. 4 is described with reference to FIG. 8.

Fig. 8 is a timing chart showing the change in the brake hydraulic pressure during the ordinary brake control and during the anti-lock control which follows the ordinary control in connection with the respective status of the opening and / or closing of the supply valve PWV , the anti-lock valve ALV , the traction control valve TCV , the holding valves HV 1 - HV 4 and the drain valves DV 1 - DV 4 shows. Although the hydraulic pressures in the four brake systems are controlled separately in practice, the following description is simplified by the assumption that all systems are operated simultaneously.

(A) Ordinary brake control ( t 0- t 1 in Fig. 8)

Depressing the brake pedal 37 closes the supply valve PWV (OFF or not activated), the anti-lock valve ALV open (ON), the holding valves HV 1 - HV 4 open (OFF) and the drain valves DV 1 - DV 4 closed ( OFF) as shown in FIG. 4. The primary piston 3 is pushed by the push rod 38 and moved to the left as shown in FIG. 4 to close the center valve 35 and at the same time to move the secondary piston 4 to the left to close the center valve 36 . In this case, the valve mechanisms 26 and 27 are in the states shown in Fig. 5, so that hydraulic pressure produced in the hydraulic pressure chambers 5 and 6 is transmitted to the wheel cylinders 8 , 9 , 13 and 14 to the Brake control of the wheels.

(B) anti-lock control

When a decrease in speed exceeding a specified value of the wheel speed is detected by the increase in hydraulic pressure in the wheel cylinders, a control circuit (not shown) represented by a microcomputer generates a stop signal so that the anti-lock control at time t 1 is started.

(1) Hold mode ( t 1- t 2 in Fig. 8)

At time t 1 ( FIG. 8), the supply valve PWV is opened (ON) or activated, the anti-lock valve ALV is closed (ON) and the holding valves HV 1 - HV 4 are closed (ON), so that the hydraulic lines 7 c and 7 d , which are connected to the wheel cylinders 8 and 9 , and the hydraulic lines 12 c and 12 d , which are connected to the wheel cylinders 13 and 14 , to close, so that the hydraulic pressures in the wheel cylinders 8 , 9 , 13 and 14 to be kept. In this case, the valve mechanisms 26 and 27 are in the state shown in FIG. 6, so that the upper ends 31 a and 32 a of the inlet valves 31 and 32 protrude into the hydraulic pressure chambers 5 and 6 . If the inlet sleeves 33 and 34 are in a position in which the inlet valves 31 and 32 can be pushed down by the inlet sleeves, the valve mechanisms 26 and 27 are in the status shown in FIG. 7, so that brake fluid of high pressure is stored 22 flows through the hydraulic lines 21 and 20 into the hydraulic pressure chambers 5 and 6 .

As a result of the hydraulic brake pressure, the Kol ben 3 and 4 are moved back into positions in which the A let sleeves 33 and 34 are separated from the inlet valves 31 and 32 , so that the hydraulic pressure in the hydraulic pressure chambers 5 and 6 is proportional to the force , with which the brake pedal 37 is depressed. In this case, the inlet sleeves 33 and 34 press the inlet valves corresponding to the positions of the primary and secondary pistons 3 and 4 , so that the hy draulic pressure chambers 5 and 6 are connected to the memory 22 . As a result, the pistons 3 and 4 are moved back by the hydraulic pressure supplied from the accumulator 22 until the inlet valves 31 and 32 close the opening areas 16 and 17 . Consequently, a sufficient hydraulic pressure in the hydraulic pressure chambers 5 and 6 can be maintained even when a malfunction occurs in the hydraulic pressure source system.

(2) Pressure reduction mode ( t 2- t 3 in Fig. 8)

If the wheel speed is further reduced, the drain valves DV 1 - DV 4 are opened (ON) at time t 2 , so that brake fluid from the wheel cylinders 8 , 9 , 13 and 14 through the hydraulic lines 10 a , 10 b , 15 a and 15 b flows into the container 11 . As a result, the hydraulic pressure of the brake fluid in the wheel cylinders is reduced.

(3) Hold mode ( t 3- t 4 in Fig. 8)

At time t 3 , when the wheel speed has passed its minimum as a result of the pressure reduction in the hydraulic brake pressure and rises again, the drain valves DV 1 - DV 4 are closed (OFF), so that the device is returned to the holding mode.

(4) Pressure rise mode ( t 4- t 5 in Fig. 8)

When the wheel speed reaches its maximum value, the holding valves HV 1 - HV 4 are opened (OFF), so that the pistons 3 and 4 are set in motion to open the inlet valves 31 and 32 and thus the wheel cylinders 8 , 9 , 13 and 14 to be supplied with hydraulic pressure from the accumulator 22 by the hydraulic pressure chambers 5 and 6 . In the pressure increase mode, which begins at time t 4 ( FIG. 8), the hydraulic brake pressure is gradually increased by quickly switching the holding valves HV 1 - HV 4 on and off.

(5) hold mode ( t 5- t 6 in Fig. 8)

If, due to the pressure increase in the hydraulic brake pressure, the wheel speed is reduced, the device is reset to the holding mode by closing the holding valves HV 1 - HV 4 (OFF). At time t 6 , the drain valves DV 1 - DV 4 are opened (ON), so that the device is returned to the pressure reduction mode.

The arrangement and operation of the first embodiment of the invention has become apparent from the above description. In this embodiment, the master cylinder assembly A is divided into the master cylinder body 1 and the booster mounting adapter 70 so that the anti-lock valve ALV can be accommodated between the two. Accordingly, it is not necessary to provide any special anti-lock valve fastening device. Furthermore, the attachment of the anti-lock valve ALV to the master cylinder assembly A and the connection between the two openings or ports 75 and 76 of the anti-lock valve ALV and the hydraulic passages 56 and 78 can be achieved at the same time by the adapter 70 attached to the master cylinder body 1 becomes. As a result, the ALV anti-lock valve can be attached very easily.

Furthermore, the front and upper end portions 31 a and 32 a of the inlet valves 31 and 32 of the master cylinder housing 1 in this embodiment are designed so that they do not protrude into the hydraulic pressure chambers 5 and 6 during the normal control process, but during the anti-lock control and the traction control protrude into the hydraulic pressure chambers 5 and 6 to engage the inlet sleeves 33 and 34 . As a result, the durability of the intake valves 31 and 32 is improved. Further, the piston 63 is pressed by the hydraulic pressure of the hydraulic pressure chambers 5 and 6 during the ordinary control downwards, so that the hydraulic pressure as a pushing force between the valve seat surface 63 a of the piston 63 and the valve portion 31 b of the intake valve 31 acts. Accordingly, the sealing properties of the valve region 31 b are very good during the ordinary control.

Furthermore, in this embodiment, the sealing parts on the hydraulic pressure chambers 5 and 6 and the seal on the accumulator 22 in the hydraulic lines 20 and 21 , which are arranged between the accumulator 22 and the hydraulic pressure chambers 5 and 6 , through the valve areas of the inlet valves 31 and 32 and the valve seat surfaces of the pistons. As a result, the sealing parts are extremely reliable.

Although this embodiment shows a distributor assembly B 4 with four holding valves HV 1 - HV 4 and four Ablaßven valves DV 1 - DV 4 for the purpose of four-channel control, the distributor assembly B 4 is separable from the master cylinder body 1 , so that another distributor arrangement, for example Has three holding valves and three drain valves, can be interchangeably attached to the Hauptzy cylinder arrangement A to provide a three-channel anti-lock control device. Likewise, another manifold assembly that has two holding valves and two drain valves can be attached to the master cylinder assembly to form a two-channel anti-lock control device.

As described above, the first embodiment relates Form of the invention on an anti-lock control for a hydraulic pressure control device ver prevents wheels from locking when braking.

With the following second embodiment, a front direction described, the spinning of the drive wheels during start-up or acceleration of a vehicle prevents traction control relieved and thus the starting characteristics, the Be acceleration properties and driving stability of the Vehicle improved.

The second embodiment of the invention will be described in the fol lowing with reference to Fig. 9, in which the arrangement of the master cylinder body 1 , the anti-lock valve and the manifold assembly B 4 are the same as in the first embodiment. Like parts in the first and second embodiments are numbered the same, while parts which differ somewhat in design from those in the first embodiment are denoted by the same number with the addition of a dash, so as to avoid duplicate descriptions. The description is only made in relation to the different components and the traction control process.

As can be seen from Fig. 9, in this embodiment, a sleeve-shaped traction control auxiliary piston 53 is provided in the booster mounting adapter 70 ', which is removably attached to the master cylinder body 1 . The auxiliary piston 53 is coaxially displaceable to the primary piston 3 '. A collar 53 a at the front end of the auxiliary piston contacts the primary piston 3 '. The auxiliary piston ben 53 has an annular, rightward pressure receiving paragraph 53 b ( Fig. 9). A hydraulic auxiliary pressure chamber 54 is formed to the right of paragraph 53 b ge. If the anti-lock valve ALV is open, the hydraulic auxiliary pressure chamber 54 with the Ven tilkammer 18 via the hydraulic passage 78 'in the adapter 70 ' and the anti-lock valve ALV with the hydraulic passage 56 are connected. As a result, high pressure brake fluid from the reservoir 22 through the hydraulic line 21 , which has a supply valve PWV , and the hydraulic passage 20 , which binds the valve chambers 18 and 19 together, the hydraulic auxiliary pressure chamber 54 leads.

A traction control valve TCV , which is represented by a normally open electromagnetic two-opening valve, which is only closed during the traction control process, is attached in the upper part of the adapter 70 '. The traction control valve TCV has the same structure as the anti-lock valve ALV , and is held between an off part 90 , which extends from the housing of the container 11 , and the adapter 70 '. A recess 92 for receiving an opening (connection) 91 of the traction control valve TCV is in the top of the adapter 70 'ge forms. A recess 94 for receiving the other opening (connection) 93 of the traction control valve TCV is located in the extension part 90 above the recess 92 . The recess 92 of the adapter 70 'is connected to the hydraulic auxiliary pressure chamber 54 through the hydraulic passage 95 . The recess 94 of the boom part 90 is connected to the container 11 through the hydraulic line 57 . If the container 11 is attached to the master cylinder body 1 , to which the adapter 70 'was previously attached, the traction control valve TCV is attached between the adapter 70 ' and the leg part 90 , while an airtight connection between the opening 91 and the hy draulic passage 95 and the opening 93 and the hydraulic line 57 is reached.

As described above, the normally open anti-lock valve ALV , which is closed only during the anti-lock control, to close the hydraulic passage from the valve chambers 18 and 19 via the auxiliary hydraulic pressure chamber 54 into the container 11 , is arranged in the hydraulic passage 56 which is connected to the hydraulic auxiliary pressure chamber 54 . Furthermore, the hydraulic passage 56 is connected to the hydraulic lines 21 and 20 between the accumulator 22 and the hydraulic pressure chambers 5 and 6 . Furthermore, the hydraulic auxiliary pressure chamber 54 is connected to the container 11 through the hydraulic passage 57 , which contains the normally open traction control valve TCV , which is only closed during the traction control process. Accordingly, the pressure in the valve chambers 18 and 19 and the auxiliary hydraulic pressure chamber 54 is equal to the atmospheric pressure at all times, with the exception of the anti-lock control and the traction control; therefore remains through transitions, except during anti-lock and traction control, hydraulic pressure at any time in the leading from the supply valve PWV for traction control valve TCV over the antiskid valve ALV.

It is clearly evident that with the construction of the brake pressure control device according to the second embodiment of the invention, the same functions as in the device according to FIG. 4 can be achieved if the anti-lock valve ALV closes at the time of the anti-lock control.

The operation of the brake fluid pressure control device according to FIG. 9 at the time of the traction control is described below with reference to FIG. 10.

If spinning of the driving wheels RL and RR is detected, the mode of the control circuit (not shown), which is represented by a microcomputer, is used for traction control to prevent the spinning of the driven wheels RL and RR during the starting or acceleration of the vehicle , put into pressure increase mode at time t 11 ( FIG. 10).

(1) Pressure rise mode ( t 11- t 12 )

At time t 11 ( FIG. 10), the holding valves HV 2 and HV 4 and the traction control valve TCV are closed (ON). Accordingly, both the connection between the wheel cylinders 9 and 14 of the running wheels FR and FL and the hydraulic pressure chambers (main hydraulic pressure chambers) 5 and 6 of the master cylinder, as well as the connection between the auxiliary hydraulic pressure chamber 54 and the container 11 are interrupted. At this time, the anti-lock valve ALV is opened (OFF), so that the auxiliary hydraulic pressure chamber 54 is connected to the accumulator 22 in order to raise the pressure in the auxiliary hydraulic pressure chamber 54 and thus move the auxiliary piston 53 to the left ( FIG. 9). At this time, the primary piston 3 is pressed via the auxiliary piston 53 to the left so as to increase the hydraulic brake pressure in the wheel cylinders 8 and 13 , whereby the device is brought into the pressure increase mode.

During a fixed period of time Δ t after the start of the traction control at time t 11 , the holding valves HV 1 and HV 3 are opened (OFF), so that a preliminary or initial pressure increase is carried out during this period. Then the holding valves HV 1 and HV 3 are closed (ON) so that the hydraulic brake pressure is maintained. The hydraulic brake pressure is then gradually increased by quickly switching the holding valves HV 1 and HV 3 on and off.

(2) Hold mode ( t 12- t 13 in Fig. 10)

At time t 12 , when the slip on the driven wheels RL and RR is reduced, the holding valves HV 1 and HV 3 are closed (ON), so that the device is in the holding mode.

(3) Pressure reduction mode ( t 13- t 14 in Fig. 10)

At time t 13 , the drain valves DV 1 and DV 3 are opened (ON), so that the device is put into the pressure reduction mode. The respective modes are then repeated in the same manner as described previously for the anti-lock control.

Thus, the auxiliary piston 53 is acted on b 54, which is equal to the stored in the memory 22 at its pressure annular pressure receiving section 53 with the hydraulic pressure of the auxiliary hydraulic pressure chamber. Wei terhin acts the hydraulic pressure in the hydraulic pressure chamber 5 on a surface of the primary piston 3 ', which corresponds approximately to the cross-sectional area of the hydraulic pressure chamber 5 . Accordingly, the hydraulic pressure P _M in the hydraulic pressure chamber, as far as the inlet valve 31 is closed, expressed by the equation P _M = ( A _B / A _M ) x P _A , in which A _{M is} the pressurized area of the piston bens 3 ', A _{B are} the pressurized area of the auxiliary piston 53 and P _{A are} the hydraulic pressure of the accumulator 22 .

The hydraulic pressure P _M in the hydraulic pressure chamber 5 can be determined with the aid of the ratio of the pressurized areas A _B : A _M. If this ratio is set to less than 1, the maximum hydraulic pressure acting on the wheel cylinders 8 and 13 is less than the hydraulic pressure P _{A of} the accumulator 22 , as a result of which vibrations occurring as a result of the traction control are avoided, which enables a soft traction control and prevents that the drive system is exposed to high loads.

In addition to the effects of the first embodiment, the second embodiment offers the possibility that the maximum hydraulic pressure at the time of traction control can be selected by replacing the adapter 70 'and the auxiliary piston 53 , since the piston ben 53 is removable from the master cylinder body 1 Amplifier mounting adapter 70 'is arranged. The maximum hydraulic pressure can easily by matching the outer diameter with respect to the inner diameter of the annular pressure receiving paragraph 53 are selected b of the auxiliary piston 53 and thus, by adjusting the area A _M of the auxiliary piston which is pressurized.

Claims (14)

1. Brake medium pressure control device, which has an anti-lock control to avoid locking of vehicle wheels during braking and a traction control to avoid spinning vehicle wheels while starting or accelerating the vehicle, characterized by
a master cylinder assembly including a housing part and an adapter part which is removably attached to one end of the housing part,
hydraulic passages or lines within the master cylinder assembly, a manifold assembly which is removably attached to the master cylinder assembly, the manifold assembly being a predetermined number of control channel devices for controlling vehicle wheels, a predetermined number of hydraulic lines and a predetermined number of electromagnetic valves corresponding to the has a predetermined number of control channel devices, the electromagnetic valves being arranged in the hydraulic lines in order to carry out the anti-lock control and traction control of the vehicle wheels,
an electromagnetic anti-lock control valve which has opposite ends and is inserted between the housing part and the adapter part, the anti-lock control valve having a first opening (connection) which is located at one of the ends of the anti-lock control valve and a second opening (connection), which is at the other end of the anti-lock control valve,
a first receiving device which is arranged in the main cylinder housing part and which removably receives the first opening of the anti-lock control valve,
a second receiving device, which is formed in the adapter part for the removable receiving of the second opening of the anti-lock control valve, and
a connector for connecting the hydraulic passages of the master cylinder assembly to the hydraulic passages of the distributor assembly when the master cylinder assembly and the distributor assembly are assembled. 2. Device according to claim 1, characterized in that the master cylinder assembly continues a Pri march in a first hydraulic pressure chamber of the housing part, a secondary piston in a second hydraulic pressure chamber of the housing part and first and second valve mechanisms associated with the first and second hydraulic pressure chamber through opening parts are connected in the housing part. 3. Device according to claim 2, characterized in that that the master cylinder assembly has a memory for Manufacture of hydraulic pressure and one attached to the top of the master cylinder housing Containers. 4. The device according to claim 3, characterized in that each of the valve mechanisms has an intake valve in a valve chamber of the master cylinder housing, the inlet valve having an end part, which is through one of the opening parts of the main zy through one of the first or extends second hydraulic pressure chambers, one  Piston that partially encloses the inlet valve and is coaxial with it, and a number of hydraulic passages. 5. The device according to claim 4, characterized in that hydraulic lines of the valve mechanisms Memory with the valve chamber of the second valve Connect mechanism, additional hydraulic lines the valve chamber of the first valve mechanism with the first opening (connection) of the anti-lock control valve connect and other hydraulic lines the Ven valve chambers of the first and second valve mechanisms connect with each other. 6. The device according to claim 5, characterized in that that they have a hydraulic line in the adapter part which has the second opening (connection) of the anti-lock control valve with the tank by a hydraulic system line, which is formed in the primary piston, connects. 7. The device according to claim 4, characterized in that that a supply valve in the hydraulic line between the accumulator and the second valve mechanism is ordered. 8. The device according to claim 3, characterized in that that some of the specified number of hydrau lines of the distribution unit put number of control channels with the first and connect second hydraulic chambers and some from the specified number of hydraulic lei the specified number of control channels connect to the container.   9. The device according to claim 8, characterized in net that the electromagnetic valves of the Ver divider arrangement holding valves that in the specified number of hydraulic lines in the distributor arrangement are provided, which the specified number of control channels with the first and second hydraulic pressure chambers ver bind, as well as drain valves, which in the festge laid number of hydraulic lines are provided and which is the specified number of control channels connect to the container. 10. The device according to claim 6, characterized in net that the container contains a boom part, the boom part a hydraulic line and has a receiving recess. 11. The device according to claim 10, characterized in net that a traction control valve is removable between the boom part of the container and a the upper part of the adapter part is arranged, wherein the traction control valve against each other has overlying first and second openings. 12. The apparatus according to claim 10, characterized in net that the adapter part a third recording direction for taking out the first Opening (connection) of the traction control valve. 13. The apparatus according to claim 11, characterized net that the receiving recess of the boom part of the container the second opening (connection) of the traction con troll valve removably receives, the Hy Draulikleitung of the adapter part with the hydraulics  Guiding the boom section through the traction con troll valve is connected. 14. Brake fluid pressure control device, which provides an anti-lock control for preventing the locking of vehicle wheels during braking and a traction control for preventing the spinning of vehicle wheels during starting or acceleration of the vehicle, characterized by
a master cylinder arrangement which has a housing part and an adapter part which is removably attached to one end of the housing part, and a container which has a cantilever part in which a hydraulic line and a receiving recess are formed,
Hydraulic lines within the master cylinder arrangement,
a manifold assembly removably attached to the master cylinder assembly, the manifold assembly having a predetermined number of control channel devices for controlling the vehicle wheels, a predetermined number of hydraulic lines and a predetermined number of electromagnetic valves corresponding to the predetermined number of control channel devices,
the electromagnetic valves are arranged in the hydraulic lines for performing the anti-lock control and traction control of the vehicle wheels,
an electromagnetic anti-lock control valve which has two opposite ends and is arranged between the housing part and the adapter part, the anti-lock control valve having a first opening at one of the two ends of the anti-lock control valve and a second opening at the other end of the anti-lock control valve,
a traction control valve which is removably arranged between the boom part of the container and the upper part of the adapter part, the traction control valve containing first and second openings (connections) lying opposite one another,
a first receiving device formed in the master cylinder housing part for removably receiving the first opening (connection) of the anti-lock control valve,
a second device formed in the adapter part for removably receiving the second opening (connection) of the anti-lock control valve
a third receiving device formed in the adapter device for removably receiving the first opening of the traction control valve,
wherein the second opening of the traction control valve is removably arranged in the receiving recess of the boom part, and
a connecting device for connecting the hydraulic lines of the master cylinder arrangement to the hydraulic lines of the distributor arrangement when the master cylinder arrangement and the distributor arrangement are joined together.